Gear-shifting mechanism.



J. P. NIKONOW. GEAR SHIFTING MEcHAmsM.

Patented May 9,1916.

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Patented May 9,1916.

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ELECTRIC AND YJOHN P. NIKONOW, OF ILKINSBURGy PENNSYLVANIA? ASSIGNOR TO VVESTINGHOUSE EVIANUFACTURING COMFANY, A CORPURATION OF PENNSYLVANIA.

'GEAR-SHIFTINC- MECHANISM.

Specification of Letters Patent.

Patented May 9, 1916.

i Application led April 25, 1914. Serial No. 834,361.

17 Y0 alt 'whom it may concern 'Be it known that I, .lonav P. NiKoNow, a subject of the Czar of Russia, and a resident of iVilkinsburg, in the county of Allegheny and State of Pennsylvania, have 1nvented a new and useful Improvement inV Gear-Shifting Mechanism, of which the following is a specification. i

My i invention relates to gear-shifting mechanisms and particularly to such mechanisms as are actuated by electromagnets to control the shiftable gear wheels of the transmission mechanisms of automobiles or other motor vehicles.

My invention has for its object to provide a mechanism of the character indicated above that is simple in use and etlicient in operation to automatically return the shifted gear wheels to a neutral .position before they can be adjusted for a different speed ratio.

In the operation of gear-Shifting mechanisms, as heretofore constructed, it has been necessary, ordinarily, to employ separate operations in order to return the shifted gear wheel to its neutral position and to adjust the transmission mechanism for .another This method of operation n`ccessitates that an appreciable interval shall elapse between the separate operations. It is highly desirable that these operations -succeed each other immediately. in order that the change of speed ratios may be accomplished by a continuous operation.

I provide a mechanism in which the defect above specified is avoided. The actua-ting mechanisn'i automatically returns the shifted gear wheel to its neutral position before the gear wheel to be shifted to produce a second speed ratio is actuated from its neutral position. the two operations being accomplished b v a vcontinuous movement of the actuating means. j

In the accompanying drawings, Figure 1 is a view, partially in plan and partially in section, of av portion of an automobile with my invention attached thereto. Fig. 2 is a view, Jartially in elevation and partiall;vv in section, of the transmission mechanism of an automobile and its lrelated part-s. Fig. 3 a view, partially in plan and .partir` in section, of the gear-shifting mechanism.' Fig. 4' is a. view, in longitudinal saection.r of the mecl'ianisn'i of Fig'. f Fig. 5 is a view` in transverse section. ol

that has a :he mechanism of Fig. 25. Fig. 'G is a diagrammatic View of the electrical circuits employed in connection with my invention.

Referringv particularly to Figs. 1 and 2, an automobile chassis l, only a portion of which is shown, provided witha gas engine 2 having a fly wheel 3. A transmission mechanism or change-speed gear mechanism 4 connected to the engine 2 by a' shaft 5 and a conical clutch member 6' that is slidably mounted on the shaft 5 to Coact with a correspondingly' shaped clutch member 7 lformed in the ly wheel 3. The clutch mem ber 6 is provided with an integral grooved collar 8 to be engaged by a yoke'member 9- pivotal support upon a bracket 10. pedal lever l1, that'is adapted to Vbe operated bythe foe-t of the operator, has apivotal support upon a lug 12 and is'conneeted by a linlr 13 to the yokev member 9. A spring 14, that is attached at one-end' to a suitable stationary part, normally retains the clutch pedal lever 11 in its rearward position, with the clutch mcmber' engaging thc clutch member 7 in the fly wheel 8. f The lever 11 has a lost motion connection to a link 15 which connects it to a rod 16 of a gear shittingr mechanism indicated at 17.

The transmissitm mechanism 4 forms no part of my invention but is so combined therewith that a description thereof is dewhich connected to the clutch member 6, l

extends into the transmission casing 18 through an end wall 15) and has a bearing therein. A gear wheel 20, having two sets of ,fear teeth'21 and is mounted upon the shaft 5 within the casing 18. A transmission shaft 23. which is connected to the main'transmission shaft 24, is in'axial alinement with the shaft and has a 'bearing at 25 within the gear wlieel 20. The shaft 23 oov is adapted to be connected to the shaft' 5 y at. different speed ratios by 4xneansof two gear wheels 2G and 27 that are slidably keyed upon the shaft gear wheels 28, 29, 30 and that are fixed up'on a Counter Shaft 32 and an idler gear wheel 33 that is in mesh with the gear wheel The ,gear wheel 31 is always in mesh with the gear wheel 2O to connect the shafts and The mechanism is arranged to pr0- vide three speeds in theforward and one in the reverse direct-ion@- -The changes-in speed ratio aie controlled by the slidable gear wheels 26 and 27 which are respectively provided with integral grooved collars 34 and 35 to be engaged by'yoke members 36 and 37. The yoke members 35 and 36 are respectively fixed upon shift rods 373L and 3S that are controlled by the gear shifting mechanism. as will be later described.

VVhen the gear wheel 26 is in mesh with the gear wheel 2), the mechanism is in its -rst or low-speed position and th(` shaft 5 is connected through the gear teeth 22, gear wheel 31, counter shaft 32 and gear wheels 29 and 26 to the transmission shaft 23. For the second or intermediate speed. the gear Wheel 27 is shifted into mesh with the gear wheel 30. For the third or high speed, the gear wheel 27 is shifted to the right until internal gear teeth 38, with which the gear wheel 27 is provided, mesh with .the gear teeth 21. The shaft 5 is then directly connected to the transmission shaft 23 and the latter is driven at engine speed. For driving in the reverse direction, the gear wheel 26 is shifted into mesh with the. idler gear wheel 33, which is always in mesh with the gear wheel 28. The transmission mechanism is illustrated in its neutral or inoperative position in which the shaft 23 is not connected to the counter shaft 32. I

Referring now to Figs. 3, 4 and '5, the gear shifting mechanism comprises a hou'sing or casing 39 of substantially rectangular shape. Two shift rods 40 and 41 are slidably mounted in the end walls of the casing and project therethrough to form the mov'- able core membersof electromagnets 42, 43, 44 and 45. In the normal position of the shift rods, as illustrated by that of the rod 41, Fig. 3, the ends of the rods are withdrawn'from the corresponding magnets. The shift rods are thus adapted to be shifted from the neutral position, in either direction, according' to thc energization ofthe several electromagnets. Each of the rods 40 and 41 is provided` at substantially its midportion, with a pin 46 that extends therethrough and is adapted' when the rod is shifted in either direction, to engage one of a pair of levers 47 thatl are pivotally mounted on a stationary pin 48. The rods 40 and 41 and the gear wheels 26 and 27,

. that are respectively connected thereto, are

returned to their neutral positions by a mechanism comprising the pedal lever 11, thefrod 16, and a member 49 that is provided with an upturnedl portion 50 for engaging the levers 47. The member 49A is slotted to receive the pin 48 which serves as a guide for it, as it is reciprocated by the rod 16. The member 49 is controlled, as to its relative vertical position, by an auxiliary electromagnct 51 and a lever 52, one enof whichserves as an armature for the electromagnet illustra ted in Fig. 2, and

51 and the other end of which presses upwardly against the member 49 when the electromagnet 51 is energized. The member 49 is actuated downwardly when a bent portion 53 engages an inclined surface 54 of a collar member 55 that is mounted upon the pin 48.

A spring 56 normally retains the member 49 in its lower position out of the paths of Ymovement of the levers 47.

A switch 57, which controls the connection l 0f a battery to the several main electromag- `as the case may be, has reached the end of its path of movement to mesh one pair of coacting gear wheels.

The electrical circuits that are employed to control the geai'-shifting mechanism are illustrated in Fig. 6. Five circuits are connected in parallel relation to a storage battery and are controlled by a set of push buttons that may be located upon the steering Wheel or other suitable place. Four of the parallel circuitsY respectively comprise the main electromagnets 42, 43, 44 and 45 and push buttons that to the speed ratio controlled by them as 1, 2, 3 and R (reverse). The switch 57, which is controlled by the lever 11, is in series with the several main electromagnets. The remaining circuit comprises the auxiliary mag` net 51, a resistor 59 and a push button designated by N (neutral). Each of the four oircuits first described is connected, through a limit switch 58 and a resistor 60, to the electromagnet 51.' By means of ment, the electromagnet 51 will be energized upon the closing of either of the several push buttons` The circuit through the resistor 60 is of suflicient-ly high resistance toflimit the energization of the main magnets while permitting the flow of current of a value sufficient'to fully energizethe magnet 51. A low-resistance circuit will be establishedrfor that main magnet, the circuit of which has been partially completed by one of the push buttons, when the switch 57 has been closed by the actuation of the pedal lever 11 to the limit of its path cf movement.

It may be assumed that the transmission gear mechanism is in its that the gear-shifting mechanism is in its corresponding normal Vor neutral position. It may be' as sumed, also, that the engine has been started and that the engine clutch members 6 and 7 are designated according this arrangeneutral position, as

p to their respective normal positions.

meager are disengaged. It is desirable to start the vehicle onfirst speed, and the push button designated by 1 is accordingly pressed to complete aeircuit from .the battery through the push button 1, electromagnet 4'2, limit switch 58, register and magnet 51 to ground. The clutch pedal 11, which, at the time of starting the engine, is in such a position that the engine clutch members 6 and 7 are out of engagement, is then pressed forwardly beyond the clutch-disengaging position to close the switch 57.

T he closing of the switch 57 completes a low-resistance circuit for the electromagnet 42 and it is thereupon energized to draw the shift rod 40 to the left (Fig. r

Abreak the circuit of the electromagnet 42.

The rod 16 and the member 4f) are returned The engine clutch is still out when the various parts of the gear"shiftinggnechanism are in their respective normal or neutral-positions. Further return movement of .the clutch pedal will effect the engagement of the engine clutch, and the vehicle will be driven through the connections above described.

Vhenlit is desired to 'change the speed ratio, as for example, to second speed, the push button designated by may be pressed at any time desired in advance of the ac-I tual change. The' magnet 51 will be encrgized in the manner above described, in connection with the push button 1, to attract thearmature 52 and thereby raise the member 49 upwardly to occupy the position shown in Fig. 4. To efect-the change -to the desired speed,the operator presses the -pedal lever 11 to disengage the` engine clutch. The rod 40 is in its shifted position, with the pin 46 ,in engagement with the v corresponding lever 47, and the hook. portion 50 of the member 49 is in the position to engage the said lever. 47, upon a slight movement of the member 49. A further actuation of the lever 11, after the clutch is out, operates to shift the rod 40 to its neutral position by ineans of the member 49 and the lever 47. VVhemthis position is reached,

^ the portion 53 engages the inclined' portion afa 54 of the member 55, and the member 49 is actuated downwardly out-,of engagement with the lever 47. The further movement of the lever 11 and the rod 16 closes the switch 57 and thus completes a low-resistance circuit for the electromagne-t 43, which The gearA Vwheel Q6, which is connected to the shift rod the lever 47.

i t energized to shift the rod 41 to the im l At the end of this movenient. the gef-Y v.'heel Q7 isin mesh with the gear .vheel 3G,- and the pin 46 has opened the ciriesponding limit switch 58 to open the circuit the electromagnet 51. The return movement of the lever 11 by the sp1 ing i-l effects engagement of the engine clutch, and the vehicle will be driven at second speed. in the same manner, changes may be made to third. speed, or the direction of drive reversed, by actuating the appropriate push buttons. it will, of course, be under.- stood that, in order to reverse the direction of the vr stop before the clutch is thrown in.

then it is desired to return either of t'he shiftable gear wheels 26 and 27 to the neutral position, the neutral button N is closed to energize the electromagnet 51. The clutch is disengaged as before, whereupon the rod 16 and the member 49 are actuated to the left (Fig. 3). The member 49 is in a position te immediately engage the lever 47 that has been shifted from its neutral position. The shifted rodl40 or 41, as the case may i Awill then be returned to its neutral posiiion, in the manner above described, and the member 49 will be disengaged from It will then be impossible to shift the gear wheel until one of the buttonsother than the neutral. button N3 is operated to partially complete the corresponding circuit, and the `clutch pedal has been actuated te the limit of its path of movement to close the switch 57.

It will be noted tiatl provide a mechanism by means of which the shifted gear wheels may be returned toa 'neutral position and the transmission mechanism adjusted forl a different speed ratio by a continuousl movement of a single actuating member. The gear-shifting mechanism and the clutch pedal are so related that it is impossible to close the. circuit of either of the actuating magnets until a push button has been depressed and the engine clutch is disengaged. i

I claim as my invention:

1. In a gear-shifting mechanism, the coml'iination with a sliiftable member, and a manually operable lever, of a. set of push buttons, means for shifting said member npon the. actuation of one ofsaid buttons and said lever and for connecting the shifted member 'to said lever upon the actuation of either of said buttons.

ln a gear-shifting mechanism, the combination with a member shiftable in either direction from a neutral position, a lever oper; .ively associated with said member, avelutch lever. means for connecting said levers to return said member to its neutral position, means for shifting said member, and means actuated by Vsaid clutch hicle,l it is necessary to bring it to a* 80.

lever for controlling the shifting of said member from its neutral position.A

3. In a gear-shifting mechanism, thc combination with a shiftable member, of means comprising a plurality of electromagnets for shitting said member in opposite directions from a neutral position, a clutch lever, means comprising an electromagnet for controlling the connection oi' said lever to said member, and push buttons for controlling the circuits of said electromagnets.

4. In a gear-shifting mechanism, the combination with a shiftable member. of means comprising a plurality of electromagnets for shifting said member in opposite directions from a neutral position, a clutch lever, an electromagnet for controlling the connection of said lever to said member, means cooperating,r with one of said shifting electromagnets and said controlling electromagnet to complete a l1igh1'esistance circuit, and means actuated by said lever for completing a low-resistance circuit for said shifting electromagnet.

5. In a gear-shifting mechanism, the

and a plurality of electromagnets for shift' ber to said lever to return said member to its normal position.

S. In a gear-shifting mechanism, the combination with a shiftable member, of electrical means for shifting said member from a normal position, means for returning said member to its normal position,

comprising` an electrical controlling device in circuit with Said electrical means.

9. In a gear-shifting mechanism, the combination with a shiftable member, and an electrical device for controlling the position of said member, of an electrical device for controlling the return of said member to its normal position, common means for controllingr the circuits of said devices, and means for completing a circuit for one of said devices.

In-testimony whereof, I have hereunto subscribed my name this 18th day of Apr. 1914.

GEO. B. GIRARD, B. B. HiNns. 

